JPS61235288A - Drive for motorcycle, etc. - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a drive device that transmits power to drive wheels using drive rollers and is used primarily in light vehicles such as motorcycles.

(Prior Art) In light vehicles such as motorcycles, a drive system using drive rollers is often adopted.

In this type, the rear wheel, which is the drive wheel, is pressed against a drive roller, and power is transmitted to the drive roller to rotate it, thereby driving the rear wheel.

Note that the driving force for the rear wheels is obtained by further transmitting the power transmitted to the drive roller to the rear wheels via the frictional force at the pressure contact portion (hereinafter referred to as transmitted load).

In addition, the engine mount and suspension arrangement in this type constitutes a power system unit consisting of the engine, clutch, belt transmission, drive roller, etc. This power system unit is suspended from the vehicle body by the suspension, and the drive roller is The one that is pressed against the rear wheel is common.

(Problems with the prior art) The above-mentioned prior art has a problem in that the transmitted load cannot be increased very much.

That is, since the drive wheel is driven by the frictional force with the drive roller, in order to obtain a large transmitted load, the pressure load of the drive wheel against the drive roller must be increased accordingly.

However, with the conventional structure, there is a limit to the load required to press the drive roller against the drive wheel, and the pressing load cannot be increased that much.Therefore, the scope to which the drive roller drive type can be applied is limited to relatively small vehicles. You will end up being rejected.

Further, the pressure contact load is given a certain amount at the time of assembling the vehicle body, and remains almost unchanged thereafter. However, if the pressure welding load is made too large from the beginning, although the transmitted load can be increased, the load on the engine will also increase, and efficiency such as fuel efficiency will decrease. Therefore, assembling is performed by setting the pressure contact load based on the transmission load of the magnitude most required in normal driving. As a result, when a particularly large transmission load is required to the drive wheels, such as when starting or climbing a hill, the pressure contact load is constant, so the necessary transmission load cannot be obtained immediately, and a quick response cannot be obtained. From the viewpoint of the comfortable driving feeling that is also required, the driving force seems to be insufficient, and it is not yet fully satisfying.

Furthermore, there are limits to assembly work due to assembly technology, and the pressure welding load cannot be increased too much.

In view of the above-mentioned problems, the present invention makes the pressure load of the drive wheel against the drive roller variable, so that an appropriate transmitted load can be obtained depending on the driving situation.

(Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention provides a method in which a drive wheel is pressed against a drive roller with a predetermined pressing load, and power is transmitted to the drive roller to rotate it. According to
In the device for driving the drive wheels, the pressure tlc is applied to the swing portion of the vehicle body by moving the axle toward the drive roller according to a change in the distributed load on the axle.
An axial movement mechanism for changing the load is provided, and by the axial movement mechanism.

The axle was supported movably in the direction of the drive roller.

(Function) When a load is applied to the vehicle body, such as when a passenger is seated, a new distributed load is generated on the axle. Then, the shaft moving mechanism moves the axle toward the drive roller by an amount corresponding to this distributed load, presses the drive wheel against the drive roller, and increases the pressure load. An increase in the welding load occurs until it is balanced by an increase in the distributed load. As a result, the frictional force at the pressure contact portion increases, and a larger load is transmitted from the drive roller to the drive wheel.

In addition, even when the load changes and the distributed load distributed to the drive wheel axle increases when starting or climbing, the amount of movement of the axle by the shaft movement mechanism increases in response to this. The pressure welding load also increases. Conversely, if the one-distribution cylinder weight decreases, the amount of movement of the axle by the shaft moving mechanism decreases, and the pressing load also decreases accordingly. Therefore, the shaft moving mechanism always automatically adjusts the transmitted load according to the situation.

(Example) Fig. 1 shows an example in which the present invention is applied to a two-wheeled motor vehicle.The power transmission system of this example drives the rear wheel, which is the driving wheel, by a belt transmission device and a drive roller. It has become a formality. That is, the power output from the engine 1 is transmitted through the crankshaft 2 and the clutch 3 to a belt transmission device consisting of a driving pulley 4, a belt 5, and a driven pulley 6. A drive roller 7 is fixed to the driven pulley 6 coaxially therewith. The drive roller 7 is a circular rotating body having a rim portion having a groove with a V-shaped cross section formed on the periphery, and the rear wheel 8 is fitted into the groove of the rim in pressure contact. Therefore, when the driven pulley 6 rotates, the drive roller 7 also rotates, and furthermore, the rear wheel 8
The rear wheel 8 is rotated by the frictional force at the pressure contact part with the
The vehicle body is propelled in the direction indicated by the arrow (hereinafter referred to as the traveling direction).

Further, both left and right ends of a rear axle 9, which is the axle of the rear wheel 8, are supported by shaft moving mechanisms 10 and 11, respectively. The shaft moving mechanism 10φ11 is bilaterally symmetrical, and is configured by a link mechanism in the non-embodiment.

Further, 12 and 13 are covers that cover both ends of the rear axle 9.

FIG. 2 shows details of the shaft moving mechanism 10 that supports the rear axle 9. FIG. 2 shows the left side of the rear part of the vehicle body with the cover 12 omitted. A power system secondary (15) is rotatably mounted on the vehicle body using a known engine mount (14) with a press-fit bushing interposed therebetween. The power system unit 15 is a unit composed of an engine, a transmission case, etc., and the transmission case includes an L case 16, which is a case on the left side of the vehicle body, and an R case on the right side (described later), which houses the belt transmission device, drive roller 7, etc. ) etc.

The L case 16 that constitutes the power system unit 15 protects the clutch 3 and the transmission device, and the rear (
Arm-shaped stay 1 to (with the direction of travel being the front, the same applies hereinafter)
7 is provided to extend, and one end of a link 18 is pivotally attached to the rear end to form a rotatable pivot 19. Stay 17 is L
It is integrated with the case 16 and has sufficient strength to support the drive wheels. Further, the link 18 is inclined diagonally downward with respect to the stay 17, and the rear axle 9 is supported by a bearing at the end opposite to the hinge 19.

At this time, the interaxial distance Lp between the engine mount 14 and the pivot 19 is made longer than the interaxial distance La between the rear axle 9 and the pivot 19 is positioned behind the rear axle 9. As a result, the normal position of the rear axle 9 is below the line 20 connecting the engine mount 14 and the pivot 19 and between the engine mount 14 and the pivot 19.

A hole 21 is formed in the middle of the link 18, and one end of a suspension suspension 24 consisting of a coil spring 22 and a shock absorber 23 is engaged with this hole 21, and the other end is pivoted to the vehicle body for free movement. It is. However, the type of suspension is free, and any known appropriate type can be used.

Further, the mounting position of the suspension 24 is not necessarily limited to the link 18, but may be mounted to the stay 17 or the like.

Further, the shaft moving mechanism 11 on the right side in the traveling direction is similar to the shaft moving mechanism 10 on the left side described above, and as shown in FIG.
Or, in the same way as above, connect the link 28 to the arm-shaped stay 27 extending from the muffler 26 fixed to the pivot 2.
9, and the rear axle 9 is attached at one end of the link 28.
It is pivoted.

In addition, in this embodiment, the power system unit 15 and the stay 1
7 #27 constitutes a swing portion that swings vertically around the engine mount 14 and works in cooperation with the suspension device to buffer shocks from the road surface, etc.

Next, the effect will be explained. Note that, although the following explanation will mainly focus on the shaft moving mechanism 10 on the left side of the vehicle body, the shaft moving mechanism 11 on the right side similarly acts in correspondence with the shaft moving mechanism IO.

As shown in FIG. 3, when a passenger sits on a vehicle body placed on the ground 30, a static load W is applied to the vehicle body. Then, a distributed load F is generated on the rear axle 9, and a moment is generated that rotates the rear axle 9 in the direction of arrow B with the pivot 19 as the center of rotation. As a result, the rear axle 9 moves on a locus circle 31 with the pivot 19 as the rotation center, and the angle between the stay 17 and the link 18 is reduced from the initial α to β. As a result, the rear wheel 8 has a forward and upward displacement amount, but since the rear wheel 8 must be in contact with the ground 30, the stay 17 and the rear wheel rotate around the engine mount 14. 8 rotate downward as one. At this time, the pivot 19 also moves in the direction of arrow C on the locus circle 32 by an amount corresponding to the above-mentioned upward displacement amount. As a result, the rear axle 9 moves substantially horizontally by a distance in the direction of the drive roller 7, and is displaced together with the rear wheel 8 to the exemplary position shown by the two-dot chain line. And this moving distance is the rear wheel 8
corresponds to an increase in the load applied to the drive roller 7. In other words, the moment is converted into an increase numerator of the pressure contact load. Therefore, when the drive roller 7 rotates, the frictional force at the contact portion with the rear wheel 8 increases, so that a larger load can be transmitted to the rear wheel 8, which is the driving wheel. Furthermore, even if the static load iiW changes due to a change in the number of passengers due to a difference in weight, the moment of the rear axle 9 and the resulting pressure load will also change due to the above-mentioned reason, in accordance with the amount of change in the load W. do. As a result, the transmitted load transmitted to the rear wheels 8 also increases or decreases automatically. Therefore, the shaft movement mechanism IO・11 automatically adjusts and adjusts to obtain the optimum pressure contact load for any static load.
maintained.

In addition, when the dynamic or static load changes and a larger load needs to be transmitted, such as when starting or climbing a hill, the load moves in the direction of the rear wheels 8, so the distributed load shared by the rear axle 9 also increases. Accordingly, the moment for rotating the rear axle 9 increases, and the rear axle 9 further approaches the drive roller 7, increasing the pressing load accordingly. As a result, the transmitted load is automatically increased and adjusted. Conversely, if the distributed load decreases, the rotational moment of the rear axle 9 will correspondingly decrease, and as a result, the rear axle 9 will separate from the drive roller 7.
The amount of movement of the axle is reduced, and the pressure welding load is also reduced accordingly.

Therefore, the shaft moving mechanisms 10 and 11 can always apply an appropriate pressing load to the rear wheel 8 according to the situation, and can automatically adjust the drive roller 7 to obtain the necessary transmission load.

Furthermore, in this embodiment, unlike the conventional unit swing type, the lower part of the suspension is mounted near the rear axle 9 rather than relative to the power system unit 15, so the power system unit 1 attached to the lower part of the suspension
The load 5 is divided at the contact portion between the drive roller 7 and the rear wheel 8.

Therefore, unsprung weight is significantly reduced and maneuverability is improved.

Note that the present invention is not limited to the above embodiments,
Various applications other than those mentioned above are possible. For example, the shaft moving mechanism, which is a means for pressing the drive wheel against the drive roller, can move the rear axle without relying on the rotational movement of the rear axle by the link mechanism as in the above embodiment. In this case, the swing part may be a known swing arm other than a power system unit, a horizontal long hole is formed at the rear end of the swing arm, and the rear axle is moved in the direction of the drive roller. A suitable cam mechanism or the like may be placed in contact with the rear axle to guide the rear axle to push it toward the drive roller in accordance with the distributed load.

Furthermore, the object to which the present invention is implemented may be not only a two-wheeled motor vehicle but also a three-wheeled motor vehicle, a golf cart, a snowmobile, a car, or the like.

Further, the shaft moving mechanism may be mounted on the front wheel instead of the rear wheel, since it is only necessary to arrange it on the axle of the drive wheel.

(Effects) According to the present invention, the axle is moved in the direction of the drive roller by an amount of movement corresponding to the distributed load, and the drive wheel is brought into pressure contact with the drive roller. Capable of transmitting load. Therefore, the range of applicability can be expanded to larger objects.

Furthermore, the pressure contact load can always be automatically adjusted depending on the situation, and as a result, the transmitted load can be automatically controlled, resulting in comfortable and satisfying driving and good fuel efficiency.

Also, assembly work has become easier.

[Brief explanation of the drawing]

1 to 3 show an embodiment of the present invention, FIG. 1 is a horizontal schematic diagram showing the power transmission system, FIG. 2 is a side view of the main parts,
FIG. 3 is an explanatory diagram of the action. (Explanation of symbols) 7: Drive roller, 8: Rear wheel (drive wheel), 9 Niriya axle (axle), 10: Axis movement mechanism (left side),
11: Axis movement mechanism (right side), 14: Engine mount, 15: Power system unit, 17/27: Stay, 18/28: Link, 19/29: Pivot.

Claims (1)

[Claims] The drive wheel is pressed against a drive roller with a predetermined pressure load, and power is transmitted to the drive roller to rotate it, thereby driving the drive wheel, wherein a distributed load on the axle is applied to the swing part of the vehicle body. an axis moving mechanism that moves the axle toward the drive roller to change the pressure contact load according to a change in the axle, and the axle is supported by the axis moving mechanism so as to be movable toward the drive roller. Characteristic drive devices for motorcycles, etc.